Railway car



B. W. KADEL Feb,Y 15,1927.

RAILWAY CAR Filed Declw, 1924 2 sheets-sneet 1 Feb. 15, 1927,

v 1,617,395 B. W. KADEL RAILWAY CAR Filed Dec. 17, 1924 2 Sheets-Sheet 2 of channel form and comprises spaced main flanges 7 which are 1ntegrally connected by a web 8, the main flanges being reflanged atl their free edges with marginal flanges 9 eX- tending outwardly 'in' opposite directions from said main flanges. These marginal flanges abut the outer face of the door 2 and extending through them and through said door are rivets 10 rigidly securing the door stiflener in position.

Pivotally mounted between the door 2 and the web 8 of the door stiffener and extending vbetween the spaced main flanges 7 ofthein different planes and kare spaced from each Y other in the direction in `which the door swings, so that when the latch 11 cooperates `with the upper ledge 14 the door will be retained in a partially closed position and when said latch engages the lower ledge or shoulder 15,' the door will be retainedV in its position of final closure. It will be observed that the latch 11 and cooperating ledges 14 and 15 are so coordinated that the door f' may be broughtvto fully closed position vithout manipulating the latch to withdraw it from locking relation with the preliminary supporting shoulder 15. If desired the outer or free end of the latch 11 may be formed with a bent end or projection 16 serving not only as an operating means therefor, but also as a guide or stop for preventing slippage of a removable door closing lever or prying bar 17, as will hereinafter appear. The bent end 1G of the pivoted latch is, as shown, spaced away from the outer face of the shouldered door supporting member 12 .in overlapping relation to the latter so as to afford a recess through which said removable lever may extend.

As well shown in Fig. 4, the inner end of the latch 11 is preferably formed with an integral 'bess or hub 18 through which and through the door 2 and door stiffener G a rrivet 19 extends. The outer end of' the boss 18 preferably bears directly against the web 8 of the door stiffener member and its inner end may advantageously bear directly against the door 2. By this means the latch is enabled efficiently to resist the bulging pressure to which it issubjected when the door is sustaining the load imposed by the material transported by the car, since the inner face of the web 8 of the door stifl'ener forms an abutment for the pivoted end of the latch 11, the supporting ledge 15 ofthe door supporting member 12 forms an abutment for the free end'of the latch and a marginal door flange 5 is adapted to engage and be supported by the said latch'between the ends of the latter.

A rotatable cam or dog 20 carried by the door is preferably employed to prevent the accidental release of the latch 11. To permit the cam to engage the latch a portion of one of the main flanges 7 of the door stiifener is cut away, as indicated at 21,'thus permitting said cam to enter the space between the door and the web 8 of the door stiffening member and also enabling the latch to swing to the required extent without necessitating the use of a door stiff'ener of comparatively great width. The locking cam 20, which may be of a form now well known, is preferably pivotally connected te the door by means of' a rivet 22 the outer end of which may conveniently be supported by a bracket 23 attached to the outer face of the door stiflening member 6 by vmeans of rivets 24. The latch 11 and its locking cam 2O are preferably of such dimensions and so related that the cam cannot b e forced into locking relation with the latch until the door is in fully closed position. The ability to rotate the cam to locked position thus affords an indication to the trainman that the door has been brought to a position clined face or approach plane 24 at the outer end of the door supporting member 12 carried by the car body and the latch swings upwardly and then falls to a position where it cooperates with the preliminary ledge 14 so as to maintain the door in nearly closed position.l lWhen the door is thus temporarily supported a lever or prying bar 17 may be inserted between the member 12 and the bent outer end 1G of the door latch 11, the lower end of saidv lever being caused to abut against one of the railways ties 25 or other convenient fulcrum. By pressing against the upper end of the lever 17 when the latter is thus positioned the trainman is enabled to apply great force to the door and thus easily bring it to fully closed position. lVhen the door is completely Closed the pivoted latch 11is moved into engage ment with the final locking shoulder 15 of` the door supporting member carried by the car and the cam 2O is forced into locking engagement with the upper side of said latch.

I claim l. A railway car having a hinged door, a stifl'ening member mounted upon the outer face of said door, said stiffening member being provided with a channel which opens toward said door, a latch pivotally mounted within said channel and extending outwardly beyond the end of said stifl'ening member, and means carried by the car body constituting a ledge adjacent said stiffening member adapted to cooperate with said latch to hold said door shut.

2. A railway car having a door, a stiffening member mounted upon the outer face of said door, said stiffening member being of channel form and comprising spaced main flanges connected by a web and provided at Vtheir free edges with marginal flanges, said marginal flanges being disposed between said web and said door, means extending through said marginal flanges for securing said stiffening member `to said door, a shouldered member carried by the car body adjacent the end of said stifening member, and a pivoted latch disposed between said main flanges of the stiffening member and adapted to engage said shouldered member to hold the door shut.

3. A. railway car having a door, a stiftening member mounted upon the outer face of.' said door, said stiffening member being of channel form and comprising spaced main flanges connected by a web and provided at their free edges with outwardly eX- tending marginal flanges, said main flanges being disposed substantially normal to the plane of said door, said web being spaced from and disposed substantially parallel to the outer face of said door, means extending through said marginal flanges for securing said stiff'ening member to said door, a pivoted latch extending between said main flanges of the stiffening member, and means carried by the car body constituting a ledge adapted to be engaged by said latch to hold said door shut.

4. A railway car having a door, a stillening member mounted upon the outer face of said door, said stifliening member being of channel form and having spaced main flanges connected by a web and vprovided at their outer free edges with oppositely extending marginal flanges, means extending through said marginal flanges for securing said stiffening member to said door, `a latch pivoted between said main flanges of the stiffening member, and means carried byv the car body adjacent the end of the said stifl'ening member constituting l a ledge adapted to be engaged by said latch to hold the door shut, a portion of one of said main flanges being cut away adjacent said latch to afford clearance permitting an extended swinging movement of said latch.

5. A railway car having a door, a stiffening member mounted upon the outer face of said door and provided with spaced flanges disposed substantially normal to the plane of said door and connected by a web spaced from said door, a pivoted latch eX-. tending between said flanges, means carried by the car body adjacent the end of said stiffening member constituting a ledge adapted to be engaged by said latch to hold the door shut, and a locking member adapted to engage said latch to maintain the latter in engagement with said latch, a portion of one of' said flanges being cut away to permit said locking member toengage said latch.

6. A railway car having a door, a stiffening member mounted upon the outer Jface of said door, said stiffening member being of channel form and including spaced flanges connected by a web which is spaced from the outer face of said door and disposed substantially parallel thereto, a latch pivotally mounted between said door and said web of the stiff'ening member and constituting a beam for resisting an opening movement of said door, and means carried by the car body adjacent the end of said stiffening member constituting a ledge adapted to be engaged by said latch to hold the door shut, said door having a marginal flange adjacent said latch, the inner face of said web of the stiffening member forming anabut-V ment for the pivoted end of said latch, the said ledge forming an abutment for the free end of said latch` and the said door flange being adapted to be supported by said latch between the ends of the latter.

ln testimony whereof I affix my signature.

evans w. KABEL.' 

